embarcadero and palo alto ave concepts v5 · ped/bike underpass. • fix traffic lights between...
TRANSCRIPT
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Embarcadero and Palo Alto Ave Concepts
David Shen, Tony Carrasco, Jason MatlofV5 12‐10‐18
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Embarcadero Ave
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Why talk about Embarcadero?
• 1930s structure overdue for upgrade.• Alma on bridge necks down from 4 to 3 lanes.• Embarcadero underneath necks down from 4 to 3 lanes.
• Traffic flow between two arterials, Alma and Embarcadero, is not optimal
• Not enough protected access ramps to/from each road and in all directions.• Traffic flows through neighborhood streets to make transition
• Traffic lights at Town and Country and El Camino do not encourage good flow
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Goals
• Upgrade/update old 1930s structure.• Reduce traffic flow in neighborhood streets.• Increase safety and access for pedestrians and cyclists.
• Preserve/enhance pedestrian and cyclist access under Alma with rebuild.• Improve Paly student pedestrian light with another option, ie. Ped/bike underpass.
• Fix traffic lights between Alma and El Camino.• Remove a light or two if possible.• Coordinate lights to improve traffic flow.
• Do all this without property takings• “Minimize eminent domain”
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Concept Goals
• STIMULATE THINKING AND POSSIBILITIES • NOT ACTUAL SOLUTIONS TO BE DEBATED• NEED FURTHER DESIGN AND STUDY
• TREAT TRAFFIC SOLUTIONS IN PALO ALTO AS A SYSTEM• NOT AS INDIVIDUAL INTERSECTIONS
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Concept 1: Josh Mello – Curve Embarcadero to the south, add exit loop onto Embarcadero West.
Exit loop
Orange= original path of Embarcadero
Traffic light
Traffic light
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Concept 2: Josh Mello – Curve Embarcadero to the south, add left exit lane from Alma North onto Embarcadero West.
Left exit lane
Orange= original path of Embarcadero
Traffic light
Traffic light
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Exit ramp from Kingsley to Embarcadero West
Orange= original path of Embarcadero
Traffic light
Traffic light
Concept 3: Exit ramp from Alma North onto Embarcadero West. Curve Embarcadero to south
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Concept 4: Tony Carrasco – Create traffic circle between Alma and Embarcadero
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Palo Alto Ave
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Goals
• Maintain access from Alma to El Camino into Menlo Park.• Improve traffic flow
• Maintain pedestrian/cyclist access • Create separated ped/bike access path alongside roadway
• Protect historic bridge and El Palo Alto tree.• Do all this without property takings
• “Minimize eminent domain”
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Concept Goals
• STIMULATE THINKING AND POSSIBILITIES • NOT ACTUAL SOLUTIONS TO BE DEBATED• NEED FURTHER DESIGN AND STUDY
• TREAT TRAFFIC SOLUTIONS IN PALO ALTO AS A SYSTEM• NOT AS INDIVIDUAL INTERSECTIONS
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Concept 1: Shift new road to El Camino to the south, take over park area of El Camino Park. Add sloping down road alongside Alma to drop down to underpass. If 2% grade, slope down begins at Everett.
Adjacent drop down 2 lanes, approx. 2‐3% grade
2 lanes slope up to meet El Camino, approx. 2‐4% grade
Traffic light governs flow
Train tracks remain at same level
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Concept 1a: Shift new road to El Camino to the south, take over park area of El Camino Park. Add sloping down road alongside Alma to drop down to underpass. If 5% grade, slope can start in/around Hawthorne.
Adjacent drop down 2 lanes, approx. 5% grade
2 lanes slope up to meet El Camino, approx. 5% grade
Traffic light governs flow
Train tracks remain at same level
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Concept 2: Tony Carrasco – Create rail viaduct from Menlo Park through Palo Alto downtown, change path of train tracks around historic bridge
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FINAL WORD
• AGAIN: CONCEPTS TO STIMULATE THINKING AND CREATIVITY• ADVOCATE FOR EMBARCADERO TO BE INSERTED INTO THE WORK PLAN NOW
• FURTHER WORK AND STUDY IS NEEDED
• ADVOCATE FOR MORE STUDY ON PALO ALTO AVE• GOALS:
• MAKE PALO ALTO OVERALL A BETTER ENVIRONMENT FOR CARS, BIKES, AND PEDESTRIANS
• PRESERVE *ALL* NEIGHBORHOODS’ INTEGRITY• DO IT ALL WITHOUT PROPERTY TAKINGS
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APPENDIX
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About Grade and Grade Standards
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Grade Standards Impact Projects
Design standards govern steepness of roads and tracks
For bikes/peds, ADA requires max 5% grade (10 ft min clearance)
Roadways can go up to 8% grade (15 ft clearance)
Trains need a more gradual grade than cars, bikes/peds
Caltrain has a design standard of 1% grade with a possibility of going up to 2% grade with permission (not on chart!).
Based on what we know, 2% grade is possible (Caltrain standards, UP Contract)
Freight trains can go 2% and High Speed Rail can go 4-6% (all prefer flatter)
FACTORS
Roadways up t o 8% could d iscourage
act ive t ransportat ion
Design speed defines profi les –
safe sight d istance
Minimum vert ical clearances must be
achieved
RR max standard grade = 1%
ADA max grade = 5%
CONSTRAINT RADE (Design Criteria)
Graphic below presented by City of Palo Alto 9/16/17 Community Workshop #1
10/18/17 16
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Megan Kanne
Downtown Neighborhoods & Palo Alto Rail Crossings
ProfessorvilleDowntown NorthUniversity South
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Embarcadero Underpass
❖ Thank you to David, Jason, and Tony
❖ Interesting ideas worthy of study
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Embarcadero Underpass
❖ Removed from the scope of work in June1
❖ Measure B funds can’t be used
❖ Limited resources are available, both with respect to funding and in manpower, to study additional alternatives at this time
1 See City Council Action Minutes June 19, 2018 https://www.cityofpaloalto.org/civicax/filebank/blobdload.aspx?t=83343.25&BlobID=65728
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Traffic Study
❖ Comprehensive and multimodal
❖ Account for GUP/Stanford’s growth (3k new units)
❖ Make the raw traffic study data public
❖ Implement test closures of the Churchill Ave. and Palo Alto Ave. crossings, both separately and potentially together
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“No Build” Options
❖ Include the “No Build” options in the options matrix
❖ Including a ped/bike tunnel or Homer-style underpass
❖ Determine the economic impact of “No Build” options
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Process
❖ Improved outreach using City resources (email, Twitter, etc)
❖ Signage at the crossings themselves announcing the project to the public
❖ Take the time to gather data and feedback before decisions are made to close these vital east/west traffic arteries
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Thanks!
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Nadia Naik December 17th, 2018 Palo Alto City Council
Design Alternative for ONLY Meadow and Charleston
Presenter version 2018.09.01
[email protected] www.calhsr.com
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Problem
l PA residents prefer an underground solution.
l Tunnels at stations are costly (high cost of burying station)
l Trench under Meadow and Charleston may be fatally flawed because of the creeks
l Hybrid and Viaduct options are not well liked
Goal of this concept: l Creative solution l Addresses community preference for underground solution l Increases design alternatives l Minimize costs and impacts
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Design Challenges:
l Caltrain and Freight must maintain operations during construction
l Temporary “Passing Tracks” during construction are highly disruptive and expensive
l Underground utility relocation is complicated and costly
l Matadero, Barron and Adobe Creeks create obstacles to underground alternatives
l Freight trains can’t handle steeper grades and constrain design alternatives
l Diesel freight tunnels require extra ventilation that electric trains don’t need (>$).
3
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Existing Opportunities?
l Only 3 freight trains per day in PA – all at night and don’t impact circulation
l Freight makes up less than 5% of operations on the corridor
l Without freight, we have more design flexibility
l Future Dumbarton Rail Corridor improvements could reduce or eliminate freight trains
l Future freight could be electrified
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New Design Alternative:
A short, electric train only tunnel under Meadow and Charleston ONLY
with a single track of freight on the surface. Requires two twin bore tunnels (TBM)
We are NOT advocating this as a SOLUTION
Only that it be included as an ALTERNATIVE for further study
This is a NEW idea that developed based on the early issues identified by preliminary AECOM engineering – it was NOT part of
the original Master List of Alternatives 5
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Electric train tunnel with 1 track of freight on surface
Single track Freight At-grade
Caltrain/HSR Tunnel
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Alameda Trench Corridor (E. Compton Blvd and Alameda Street, Compton )
7
• NOTE: This shows a TRENCH – we are proposing TUNNEL
• Right of Way (ROW) is 100 feet (same as South Palo Alto)
• This ROW fits 4 tracks – PA would have 2 Caltrain (in tunnel) and one freight track (at grade)
• A simple curve is needed to separate the single freight track
• 3 tracks enter a trench in Alameda instead of a tunnel – but similar concept
Conceptual example
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Considerations:
l Electric only tunnel can be >2% grade (design flexibility)
l Goes under creeks (avoiding potential fatal flaw)
l Tunnel goes under the utilities, reducing the cost.
l Can maintain Caltrain/Freight operations during construction
l Tunnels without a station are much cheaper
l Tunnels are faster to build. l Construction time is much shorter - less work window
issues and little to no road disruption.
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Additional Considerations:
l Temporary passing tracks (shoo-fly tracks) only at tunnel portal entrance & exit vs entire right-of-way (saves money)
l With careful planning, TBM’s can be reused by other cities
l Some or all future freight may be re-routed over Dumbarton Rail route (currently being studied) leaving space for other land use options.
l Needs further study: Temporary space for the tunnel portal may be necessary and could require minimal commercial or residential eminent domain that could be returned to the commercial/housing stock on completion of the project
Source on TBM Reuse: https://www.herrenknecht.com/en/services/global-services/tbm-refurbishment.html
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Comparative Project: Central Subway Tunnel in SF
l Built in 2014 in downtown San Francisco l Two twin bore machines (TBM) with 20.7 ft diameter for 1.7 miles l $234 million dollars (2014 dollars) l Built under an active BART line l Went through various soils: soft to thinly bedded siltstone, shale
and sandstone bedrock l Some soil even deemed “Potentially Gassy with Special
Conditions” by Cal/OSHA. l Navigated steep, turning alignment l Worked with low cover, urban utilities, and sensitive structures
requiring precautions to limit settlement impact and ensure the structures in downtown SF were safe.
10 Source: http://www.therobbinscompany.com/project-category/epb-tbm/
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11
View of Central Subway Twin Bore Tunnels
View of TBM Extraction Point
(above) View of Low Clearance under which Central Subway was built (and under ACTIVE BART line!)
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Cost Comparisons
Hybrid Viaduct Trench Short Tunnel (no freight)
Estimated Cost 2018 $
$200M - $250M $400M - $500M $800M – 950M $400M - $550M*
12
*CARRD estimated the Short Tunnel (No freight) alternative based on 2x price of similar 2014 SF Central Subway tunnel project in downtown SF Note: Costs could potentially be reduced further (next slide)
In 2014, Hatch Mott MacDonald estimated a trench under Meadow and Charleston (2% grade) would be $480 M. (Source: HMM Study 2014)
In 2018, AECOM estimated same trench would be $800 - $950 M – so costs have almost doubled since 2014. (Source: PA Community Meeting 11/14/18 slide 41)
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Reducing Tunnel Cost further
l Reducing the tunnel diameter helps lower costs l 2014 – HSR White paper on Tunneling - significant cost
reductions by reducing max operating speeds assumptions from 220 to 200 mph thus reducing tunnel diameters from 29.5’ to 28’ ID (Inside Diameter).*
l AECOM studying City Wide tunnel with freight used 28’ Inside Diameter (assumes 200 mph)
l Tunnel diameter can be reduced since Caltrain/HSR will only operate max 125 mph on Peninsula
l Caltrain Electrification EIR shows that San Francisquito Creek bridge will have a maximum clearance of just 19ft. (See CARRD’s previous public comments re: Vertical Clearance assumptions)
13 *Source: California High-Speed Rail Program Whitepaper On Cost Reduction Strategies, 7/25/14
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Direct Comparison of Tunnels Central Subway
No freight PA Short Tunnel
No freight
Length: 1.7 miles 1.6 miles Tunnel Diameter: 20.7 ft 28ft* (could be reduced)
Constraint: Built under active BART Under active Caltrain
Soil types: 5 various soil types including hazardous soils
Unknown but PA Tunnel White Paper says suitable for tunneling
Setting: Dense urban setting Empty suburban ROW Conditions: Steep, turning alignment with
vertical clearance issues Relatively flat, straight alignment with no vertical clearance issues
Special Circumstances:
Required special planning to support adjacent tall buildings
No buildings in ROW and no adjacent skyscrapers
14
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Final Thoughts
l CARRD is NOT advocating that this is THE alternative – only that it be given further analysis
l Further preliminary analysis and study is needed and warranted for this alternative given strong community preference for underground solution.
l Too early to evaluate is this is the right solution
vs. other design alternatives – need more info
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Appendix
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Palo Alto Right Of Way Widths
96 ft 85 ft 79 ft
*Approximate – not perfectly to scale. Not official diagram.